Muffler.



W. H WINSLOW.

MUFFLER.

APPLIUATION FILED MAY15,1909.

Patented Jan. 7, 1913.

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MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented Jan. 7, 1913.

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MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented J an. 7, 1913.

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W. H. WINSLOW.

MUFFLER.

APPLICATION FILED MAY 15, 1909.

1,049,433. Patented Jan. 7, 1913.

5 SHEETS-SHEET 4.

W. H. WINSLOW.

MUFFLER.

APPLICATION FILED MAY 15, 1909.

Patented J an. 7, 1913.

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7 UNITED ST T S PA ENT OFFICE.

'WILLIAIM-H. WINSLOW, OF CHICAGO, ILLINOIS, ASSIGN'OE TO THE STEAM POWERDEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

MUFFLER.

To all whom it may concern Be itknown that I, VILLLUI II. "138- row, acitizen of the United States, residing at Chicago. in the county of Cookand State of Illinois, have invented a certain new and usefulImprovement in Mulilers, of which the following is a full, clear,concise, and exact description, reference-being had to the accompanyingdrawings, forming a partof this specification. Y

My invention relates to an improved mufller construction for receivingthe exhaust gases from engines, and while it is designed particularlyfor use with internal combustion engines, it may also be effectivelyused in conneetionwith steam engines for eliminating the noise due tothe exhaust -without placing an excessive back pressure uponthe engineas is commonlythe result with mufflers of previous constructions.

In carrying out my invention I provide a first receptacle or chamber forreceiving the gases exhausted from the engine, which gases are led fromsaid first chamber into a second chamber concentric therewith. Inpassing from onechamber to the other, the gases are so directed'as toreceive a whirling motion in a path ofpractically no resistance, whichpath, however, has a considerablelengthas a result of passing many timesaround the re ceivingchaniber, which is circular in crosssection, Inthis way, therefore, I provide a means forconverting the energycontained para't-ivelylow in the exhaust gases from a condition of highcompression and comparatively small velocity, in which conditionthefigases leave the engine cylinder, to a condition of compressure andhigh velocity. By my invention I also provide a. means by which the highvelocity gases described above are discharged into the atmosphere at apractically constant rate, as a resnlt of which the noise usuallyincidentto the (lischarge of exhaust gases .from engines into theatmosphere iseliminated. It is to be noted that the results describedabove are secured without .materially retarding the flow of exhaustgases from the engine to the to make a multiplicity of sharp turns, but

Specification of Letters Patent.

are on the other hand directed in such a- Patented Jam-7,1913.

Application filed May 15, 1909. Serial No. 496,109.

manner. as to move continuously in paths of comparatively lowresistance.

My invention further provides for initially releasing the pressure uponthe exhaust gases as they enter the muffler, by providing a first orreceiving member of a cross-section larger than the exhaust pipe. Inthis modification the means used to direct the gases into the secondchamber extend somewhat into the first chamber, in'order to necessitatea. breaking up of the exhaust gases. to a certain extent before they areacted upon by the directing means. This results in equalizing the flowof gases into the second chamber, and yet as a result of thecross-section of the first chamber beinglarger than that of the exhaustpipe no considerable resistance is exerted upon the exhaust gases.

The several drawings illustrating my invention are as follows:

Figure 'l. is a side view of my mutlier in its assembled condition, aportion of the side wall of the outer casing being removed to show 'theinside of the outer chamber; Fig. 2 is a vertical longitudinal sectionthrough the parts shown in Fig, 1, taken along the line 2, 2in Fig. 3;Fig. 3 is a left-hand end view of the parts shown in Fig. 1; Fig. 4 is atransverse sectional view of the parts shown in Fig. 1, taken along theline 4, 4;

Fig. 5 isa view similar to Fig. 1, showinga gases from one chamber. tothe other of the. murder:

I Fig.'- 8 is a transverse sectional vlew'of the parts shown in Fig. 7,taken along the line 8, 8; Fig.9 is a view similar to Fig. .2, showing amodified forrnof con-.

struction in iwhich .the first or receiving ,chamberls of largercross-section than the cross-section of the exhaust pipe extending fromthe mutller to the engine; Fig. 10.is atransverse sectional'view of theparts shown in Fig. 9, taken along the line 10,10 Fig. 11 isv a viewsimilar to. Fig. 2, showing amodified form of niulller construction inwhich the first or receiving chamber sur- 7 partially in sectional viewa throttling valve mechanism for restricting, as desired, the normaloutlet opening to atmosphere from the muffler; Fig. 16 is an end view ofthe parts shown in Fig. 15; Fig. 17 is a View of a modified form oft-hrottlin arrangement; Fig. 18 is an end view partlally in section ofthe parts shown in Fig. 17.

As shown in Figs. 1 to 4, inclusive, my mufller consists in a tube 1closed at. its lefthand end and adapted to be connected at itsright-hand end to an exhaust pipe of practically the same internaldiameter, by which the exhaust gases from the engine are directed tothe' pipe 1. A plurality of bent tubes 3 of small bore are threaded intothe pipe 1 at intervals along its length and extend outward radiallyfrom the pipe 1 in all directions from such pipe. These tubes are allbent in the same direction at their outer ends, as indicated at 5,.so astoimpart to the gases passing through such tubes motion in a directionpractically tangential to a circle of a diameter sufficient to justsurround the tubes. directed strike against the inner wall of theinclosing casing 7, as a result of which they have imparted thereto awhirling motion within the casing 7. The casing 7 is supported at itsright-hand end by a head 9,

which is held in place by a nutll screwed onto the pipe 1. The other endof the casing 7 is closed by a head 13 screwed on the closed end of thepipe 1. The head 13 has a plurality of small openings 14 formed there into permit the gases discharged into the casing 7 to flow from themufller into the atmosphere. A shield 15, which consists in a disk ofsomewhat smaller diameter than the boreof the casing 7, is locatedbetween the left-hand tubes 3 and the head 13 in such a way as to leavea clearance opening between the disk 15'and the head 13 of considerablylarger cross-section than the cross- 1, is formed by the casing? and theheads- 9 and 13, and the gases directed by. the tubes 3 into the secondchamber are caused to move many times around the inside of the casing 7before they finally pass along in the chai'i'lber to the outlet openingbetween the disk 15 and the chamber 7. As the The exhaust gases thusgasis communicated to the receiving chamber- 1 1t is under a comparativelyhigh pressure and has a comparatlvely low velocity.

very rapidly through the tubes 3, which are provided in suflicientnumber so that the entire area of discharge represented bytheir combinedopenings is as great or slightly in excess of the cross-sectional areaof the bore of the pipe 1. As the gases leave the pipes 3 and enter thesecond chamber, the pressure is at once reduced, and the directionaltendency given the gases by the tubes 3 causes them to receive anextremely high velocity in a. circular direction inside of the casing 7.In this way the-energy represented by the hi 'h pressure is dissipatedand converted into high velocity, and by the time ing between the disk15 and the casing 7, the excess of pressure upon the gases is verysmall. After passing the disk 15 the gases pass between such disk andthe head 13 and through the openin s' 14: in such head into structiondescribed is that the'whirling gases within the casing 7. effectivelyequalize the shock of the explosion resulting from exhausting the gasesfrom an internal combusgas issuing from the openings 14 does so withpractically no impulse, but on the other hand flows out almost atuniform velocity.

The construction shown in Figs. 5 and 6 is similar to that alreadydescribed in connection with Figs. 1 and 2, the difference being thatthe directing tubes 3 are differently disposed and that in addition tothese tubes, directing vanes 16 are provided to keep the gases in a pathalong the inner surface of the. casing 7 after they are discharged fromthe tubes 3. The vanes 16 effectually prevent local circulation of theexhaust gases at'or near the outer surface of the pipe 1, whichcirculation, if it took place, would in a measure interfere with theefficient operation of the mufller.

The modification shown in Figs. 7 and 8 accomplishes the resultdescribed in connection with the modification shown in Figs. 5 and 6wholly by the use of directing vanes 18 are secured to the outside ofthe pipe 1 in such a manner that a longitudinal series of openings 19formed in the pipe 1 open between the vanes 17 and 18. These vanesextend outward and are curved in a direction to discharge gases passingbetween them from the openings 19 in adirection practically tangentialto the inside of the casing 7. As a result, therefore. the gases receivethe same whirling motion as already described for the othermodifications and the The-high pressure causes the gases to flow tionengine into the first chamber, and' the the gases finally reach thedischarge open- I the atmosphere. A urther result of the con instead ofby'the use of the tubes 3. In this modification two longitudinal vanes17 and vanes 17 serve thesame purpose as the vanes 16 shown inconnectionwith Figs. 5 and 6.

In the modification shown in Fig. 9 the receiving chamber-1 has a boreconsiderably larger than the bore of .the exhaust pipe 20,

as a result of which the gases on entering the receiving chamber expandto a considerable extent and .lose some of the pressure to which theywere subjected. The tubes 3 in this modification project into thechamber 1 in such a manner that the gases contained within .the chamber1 upon expanding, coming into contact with the inner surface of suchchamber,will notfind a ready outlet,

but must necessarily move toward the center of the chamber 1 before theyaredischarged' through thetubes 3. This results in breaking up] to aconsiderable extent the impact exerted upon the exhaust gases and intherefore facilitating the uniform rate of discharge of the gases fromthe mufiler, which is effected by the directing tubes 3 and casing. 7 inthe manner above described.

I In the modification shown in Fig. 11 the exhaust pipe 20 is connectedthrough one head. 21 of a receiving chamber 22 of .con-

.' eter than the pipe 24. Thering 23-is set in from the left-hand end ofthe-pipe 22 a suflicient distance so that aclearance opening isleftbetween such ring and-a head 27 used to close the end of the pipe. 22.The head'27 bias a plurality of small openings 28 formed t erethrough.The plpe 24 has secured therein auplurality of short tubes 29 of smallbone, such tubes being obliquely disposed in similar directions aroundthe tube 24, im-

parting to the exhaust gases cominunicated to the receiving chamber 22motion in a direction tangential to the bore of the pipe 24. Sufficientspace is provided between the pipe 24 and the pipe 26, which isconcentric therewith, to permit the gases passing from the tubes 29 tocirculate freely around the pipe 26, which serves to maintain the motionof the" gases in a circular path adjacent to the'inside surface of thepipe 24. As a re- 1 sult of the construction described in this tivelyslow velocity characterizing the, (EX-1 modification the exhaust gaseshave imparted thereto a high velocity whirling motion in the pipe 24,and the energy represented by the high pressure and comparahaustgases asthey leave the engine is converted into liigh'v'elocity andcomparatively small pressure, the effect being to equalize the flow ofexhaust gases from the second chamber 24 into the atmosphere through theopenings 28 in the head 27.

In the construction shown in Figs. 13 an 14, the tube 1, adaptedto'receive the exhaust gases from the engine by means of the exhaustpipe 20, is made comparatively large, and, in fact, in practice maybemade of a sufliciently large diameter to form in connection with theinclosing shell 7 the circular path in which the exhaust gases arecaused to'rotate after leaving theshort bent tubes 3, which in thismodification extend into the pipe- 1 nearly to the center thereof. Theresult of this construction is that the exhaust gases delivered throughthe pipe 20 into the pipe 1 expand immediately to a much, increasedvolume, and the escape of the gases-from the tube 1 is made as diflicultas possible without seriously interfering with the flow of such gases byplacing the openings of the outlet tubes in the central portion. of thepipe 1. While in Figfl4 the screen or restricting plate 15 is omitted,it is to be understood that this may be used or not as desired. Theoperation of this modification is similar to that'already shown anddescribed for the modifications above referred to.

As shown in Figs. 15 and 16, the end wall 13 of the outer compartmentofthe muflier has centrallypivoted thereto a disk 30 in which openings31,. registermg wlth the openings 14, are formed. The disk 30 hascircular slots 32 formed therein, through which pass screws 33 threadedinto the end piece 13. The screws 33 and slots .32 perform the doublefunction of limiting the. motionof' the disk 30 r elatively to the end13, and of clamping the disk'30 in any desired-position. I have found itdesirable to 10%? make use of the constructionjust referred to for thepurpose of securing the best working condition for the engine with whichthe mufiler is to be used. For instance, an engine of comparativelylarge. capacity and working under conditions requiring a large volume ofgas for each explosion would re-..

- quire an adjustment of the disk 30- to efi'ect a comparatively largetot-a1 outlet opening from the outer compartment of the muffler shown inFig. 15, while a smaller engine" working under conditions requiring acomparatively small quantity of gas for each explosion would have atendency to race if the outlet opening were as large as found desirablefor the condition just mentioned. For the smaller engine, therefore, itis desirable to reduce, to a slight extent, the'total;

outlet opening, to a 0rd a nominal back I pressure for the engine towork ,agamstm 1 order to prevent its running af't ooi-high a speed.experiment, the amountpf 5 pressure required for has f without lostmotion, upon the outer surface of the tube 7, has openings formedtherein, which register with the openings 36 formed in the tube 7. Slots37 are provided in the ring 34 through which pass screws 38 into thetube 7. The screws 38 serve to limit the amount of motion thatinaybe'imparted to the ring 34;, and serve also to clamp the ring in anydesired angular position. By means of the arrangement just described,the total outlet opening from the outer compartment of the muffler shownmay be regulated as already explained in connection with Figs. 15 and16.

\Vhile I have shown my invention in the particular embodiments hereindescribed, I do not, however, limit myself to these arrangements, butdesire to claim broadly any equivalent modifications that may suggestthemselves to those skilled in the art.

What I claim is:

1. In a muffler for engines, the combination of a first chamber havingrestricted outlet openings and adapted to receive the exhaust gases, asecond chamber for receiving the gases as they pass from the firstchamber, and means between the chambers for imparting a whirling motionto the gases in but one direction as they enter the second chamber.

2. In a mufiler for engines, the combination of two concentriccylindrical chambers, one of such chambers having restricted outletopenings and adapted to receive the exhaust gases from the engine andthe other adapted to discharge the exhaust gases from the mufller, andmeans for directing the exhaust gases into said other chamber and forimparting to such gases a high velocity rotary motion against the insideof the outer wall of such other chamber.

3. In a mufiler for engines, the combination of two concentriccylindrical chambers, one of such chambers having restricted outletopenings and adapted to receive the exhaust gases from the engine andthe other chamber adapted'to discharge the exhaust gases from themuffler, and curved deflectors extending from such first chamber intosuch other chamber to gradually change the direction of motion of theexhaust gases as they enter the other chamber to impart to such gases asthey leave the deflectors a circular motion within the wall of suchother chamber.

14. In a mufller for engines, the combination of two concentriccylindrical chambers,

one of such chambers having restricted outlet openings and adapted toreceive the exhaust gases from the engine and the other chamber adaptedto discharge the exhaust gases from the mulller, and a plurality ofsimilarly disposed curved deflectors extending from such first chamberinto such other chamber to gradually change the direction of motion ofthe exhaust gases as-they enter the other chamber to impart to suchgases as they leave the deflectors a circular motion within the wall ofsuch other chamber.

5. In a mufiier for engines, the combination of two concentriccylindrical chambers. one of such chambers adapted to receive theexhaust gases from the engine and the other chamber adapted to dischargethe exhaust gases from the niufiler and a plurality of curved tubes ofsmall bore extending from such first chamber into such other chamber togradually change the direction of motion of theexhaust gases as theyenter the other chamber to impart to such gases as they leave the tubesa circular motion within the wall of such other chamber.

6. In a mufller for engines, the combination of two concentriccylindrical chambers, one of such chambers adapted to receive theexhaust gases from the engine and the other chamber adapted to dischargethe exhaust gases from the muffler, a plurality of curved tubes of smallbore extending from such first chamber into such other chamber togradually change the direction of motion of the exhaust gases as theyenter the other chamber to impart to such gases as they leave-the tubesa circular motion within the wall of such other chamber, and a disk forin part closing the end of such other chamber to form an annular outletfrom such other chamber.

7. In a mufiler for engines, the combination of a first tube of largebore, a second ,into the first tube, such first tube provided with anoutlet opening to the atmosphere.

8. In a mufiier for engines, the combination of a first tube of largebore, a second tube of smaller bore disposed within the first tube,suchsecond tube adapted to be connected with the exhaust pipe of theengine, and aplurality of curved pipes of small bore similarly disposedand extending into the first tube from holes through the secondtube,such first tube provided with an outlet opening to the atmosphere.

9. In a muflier for engines, the combination of a first tube of largebore, a second connected with the exhaust pipe'of the englue, and aplurality of curved pipes of small bore similarly disposed and extendingintothe-first tube from holes through the second tube, such pipes sodisposed inthe holes in the secon'd tube as to project into such secondtube, such first tubeprovided with an outlet opening to the atmosphere.

10. In a muflier for engines, the combination of a first tube of large.bore, a second tube of smaller bore disposed within the first tube,such second tube adapted to be connected with the exhaust pipe of theengine, curved deflectors similarly disposed extending from openings inthe second tube into the first tube,and an end wall for the first tubeof a diameterv sufliciently smaller than the bore of such first tube toform an outlet opening therefrom constituting practically a continuationof the clearance space between the deflectors and the first tube.

11. In amufller for engines, the combination of a first tube of largebore, a second. tube of smaller bore disposed within the first tube,such second tube adapted to be, connected with the exhaust pipe of theengine, aplurality of curved pipes of small bore similarly disposed andextending into the first tube" from holes through the second tube, andan end wall for the first tube of a diameter sufficiently smaller thanthe bore of such first tube to form an outlet opening therefromconstituting practically a continuation of the clearance space betweenthe curved pipes and the first tube.

12. In a muliier for engines, the combina- .tion ofa first tube of largebore, asecond tube of smaller. bore disposed. within the first tube,such second tube-adapted to be connected with the exhaust pipe' oftheengine, curved deflectors similarly disposed extending from openings inthe second tube into 'the first tube, an end wall for the first tube ofa diameter sufficiently smaller than the bore of suchfirst tube to forman outlet opening therefrom constituting practi cally a continuation ofthe clearance space between the deflectors and the first tube, and

. a compartment for receiving the'gases discharged from such outletopening, such compartment being provided with outlet openings to theatmosphere.

13. Ina mufiierfor engines, the combina-- tion of a first tube of largebore, a second tube of smaller bore disposed within the first tube, suchsecond tube adapted to be connected with the exhaust pipe of the engine,curved deflectors similarly. disposed extend- "ing from openings in thesecond tube into the first tube, an end wall for the first tube gasesdischarged from such outletopening,

such compartment being provided with outlet openings to the atmosphere.I

14. In a muffler for engines, the combination of a first tube of largebore, a.- second tube of smaller bore disposed within the'first tube,such second tube adapted to be connected with the exhaust pipe of theengine, a plurality of curved pipes of small bore similarly disposed andextending into the first tube from holes through the second tube, an endwallfor the first tube of a diameter sufiicient-ly smaller than the boreof such first tube to form an outlet opening therefrom constitutingpractically a continuation of the clearance space between the curvedpipes and the first tube, and a compartment for receiving the gasesdischarged from suchoutlet opening, such compartment having a perforatedend wall.

15. In a muffler for engines, the combination of a first chamber forreceiving the'ex- "haust gases, an exhaust pipe of smaller cross-sectionthan such chamber for delivers ing the. gases thereto, a second chamber,directing means between the two chambers for conducting the exhaustgases from the first chamber to the second chamber andfor imparting acircular motion to such gases in the second chamber, and tubes extendinginto such first chamber having curved ends extending into the secondchamber.

16. In a muffler for engines, the combination of a first chamber forreceiving the exhaust gases, a second chamber for receiving the gases asthey pass from the first chamber, me ans' between the chambers forimparting a whirling motion to the gases as they enterthe secondchamber, and means for adjustably restricting the size of the out-.

let opening fromthe second chamber.

17. In asmuflier for engines, the combination of a first chamber forreceiving the exhaust gases, a second chamber for receiving the gases asthey pass from the first chamber', directing me'ansbetween the twochamhere for causing the exhaust gases contained in the second chamberto prevent the ready escape from the second chamber of additionalexhaust gases communicated thereto, and means for adjustably restrictingthe size of the outlet opening. from the second chamber. k

18. In a 'muliier. for engines, the combination of a first chamber forreceiving the exhaust, gases, a second chamber for receiving the gasesas they pass from the first chamber, means between the chambers for imofa diameter sufliciently .smaller than the parting a w irling motion tothe gases as bore of such, first tube to form an outlet they .enter thesecond chamber, such second chamber having an outlet openingsubstantially parallel with the path of the moving gases thus producedin the second chamber, and means for ad justably restricting the size ofthe outlet opening from the second chaminto the first tube, such firsttube provided with an outlet opening to the atmosphere, a valve foradjustably restricting the size of the outletopening from the firsttube, and means for securing such valve in any desired adjustment.

20. In a mufiier for engines, the combination of a first tube of largebore, a second tube of smaller bore disposed within the first tube, suchsecond tube adapted to be connected with the exhaust ipe of the engine,curved deflectors similarly disposed extending from openings in thesecond tube into the first tube, an end wall for the first tube of adiameter sufiiciently smaller than the bore of such first tube to forman out let opening therefrom constituting practically a continuation ofthe clearance space between the deflectors and the first tube, acompartment for receiving the gases discharged from such outlet opening,such compartment being provided with outlet openings to the atmosphere,a valve for adjustably restricting the size of the outlet opening fromthe first tube, and means for.

securing such valve in any desired adjustment.

21. In a muffler for engines, the combination of a first chamber forreceiving the ex? haust gases and havin restricted outlet openings, asecond cham er adapted to receive the gases as they pass from the firstchamber, and a plurality of deflecting devices betweenthe chambers forimparting a whirling motion to the gases in the second chamber.

22. In a muffler for engines, the combination of a first cylindricalchamber for receiving the exhaust gases and-having restricted outletopenings, a second cylindrical chamber substantially parallel with thefirst chamber for receiving the exhaust gases as they pass from thefirst chamber, and means for imparting a whirling motion to the ases inthe second chamber.

23. .n a muffler for engines, the combination of a first cylindricalchamber for receiving the exhaust gases and having restricted outletopenings, a second cylindrical chamber forreceiving the exhaust gases asthey pass radially from the first chamber, and meansfbetween thechambers for impartinga whirling motion to the gases in the secondchamber.

24. In a mufiler for engines, the combinetion-of a first chamber forreceiving the exhaust gases and having restricted outlet openings, asecond chamber having an end outlet opening, such second chamber adaptedto receive the gases as they pass from the first chamber, and deflectorsextendin from the first chamber into the secon chamber for directing thegases in a tangential direction as they escape into the second chamber.

25. In a muflier for engines, the combination of a first cylindricalchamber for receivingthe exhaust gases and having re-- stricted outletopenings, a second cylindrical chamber substantially parallel with thefirst chamber for receivlng the exhaust gases as they pass from thefirsttchamber, and deflectors extending from the first chamber into thesecond chamber for directing the gases in a tangential direction as theyescape into the second chamber.

, 26. In a mufiier for engines, the combination of a first cylindricalchamber for receiving the exhaust gases and having restricted outletopenings, a second cylindrical chamber for receiving the exhaust gasesas they pass radially from the first chamber, and deflectors extendingfrom the first chamber into the second chamber for directing "the gasesin a tangential direction as they escape into the second chamber. I

27. In a muffler for engines, the combination of a first chamber forreceiving the exhaust gases and having restricted outlet openings, asecond chamber having an end outlet opening, such second chamber adaptedto receive. the gases as they, pass from the first chamber, anddirecting means between the two chambers for converting the energycontained in the compressed exhaust gases into a high tangentialvelocity component before the gases'pass from the second chamber.

28. Ina mufiier for engines, the combination ofa firstcylindricalchamber for receiving the exhaust gases and having rev stricted outletopenings, a second cylindrical chamber for receiving the exhaust gasesas they pass radially from the first cham- I her, and directing meansbetween thetwo chambers for converting the energy contained inthecompressed exhaust gases into a high tangential Velocity component be30. In anmtfler for engines, the combination of a first chamberhavingrestricted outlet openings and adapted to receive the exhaust gases, asecond chamber for receiving the gases as they pass from thefirstchanlber, andtlneans between the chambers fore the gases pass fromthe second chamber. i

for imparting af whirling inotien to the gases 1n but one direction asthey enter the second chamber, such second chamber ha"- 1.;

ing an outlet opening enbstantially parallel with the path of the movinggases t-hus produced in the second chamber.

In witness whereof, I hereunto subscribe my name this 11th dayzof Mav A.D. 1909. 20

